Construction of underframes for railway-wagons, &amp;c.



PATENTBD APR. 21, 190s.

P. GRANT. CONSTRUCTION OF UNDERFRAMES FOR RAILWAY WAGONS, 6x0.

APPLICATION FILED SEPT. 6,-1902.

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P. GRANT. CONSTRUCTION 0F UNDERFRAMES POR RAILWAY WAGONS, w-

APPLIOATION FILED SEPT.6,1902.

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N0.726,049. PLTENTED APE. v21, 1903.

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CONSTRUCTION 0E UNDEEERAMES EOE RAILWAY WAGoNs, L0.

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UNITED STATES PATENT PERcvcRANT, or RANEIELD, RIIENos AIREs, ARGENTINA, AssIeNoR To WILLIAMJOHNSON, 0E BUENOS AIREs, ARGENTINA.

"CONSTRUCTINKOl- UNDERFRAMES FDR R|LWAY-WAGONS,`&c.

`. lSPIECIFICATION,forlliliig joalt'lf Letter Patent N Orf? 26,049, dated April 21', 1903. g l Application tiled September 6, 1902. Serial No. 122,326. (No model.)

To all whom it 11a/ay concern.

Be it knownthat I, PERCY GRANT, a subject of theKing of Great Britain and Ireland, residing at Banfield, Province of Buenos Aires, Argentina, have invented new-and useful Improvements inthe Construction of Underframes for Railway-Wagons and other Vehicles, of which the followingis a specification.

This invention relates to an improved method of constructing the underframes of railway-Wagons and other vehicles, whereby strength and simplicity are combined with a considerable reduction inthe ratio of the tare to the maximum carrying load.

In the accompanying drawings, which illustrate an underframe for railway-wagons constructed according to the present invention, Figures l and 2 are views illustrating the general arrangement of the underframe, Fig. 1 being a longitudinal section taken on the line a: in Fig. 2, which latter is a plan corresponding with Fig. 1, the ,iiooring being removed to show more clearly the construction of the underframe. In these figures only one half ofthe framing has been shown, the other halfy Figs. 3 and't of example, to a'bogie-wagon the underf-rame comprises a main. girder A, arranged centrally along thelength-of the Wagon and'supported on the bogie center cantalivers. .ThisY girder may be of timber, or of iron or of steel of I or other suitable section. The central portion of the girder is carried by trusses a a, arranged one on either side thereof and connected therewith bymeans of two double cantalivers B. These doublecantalivers are preferably in the form of twtriangles, which project one on each sidcof andatrght angles to the girder A, to the web of which they are riveted with the aid of gusset-plates b. Each of the two struts b b2, forming part of the triangle, rests at its apex upon the truss a at the side on which the cantaliver projects, the strut-s serving as a queen-post to the truss a.

One strut b is formed as a plate and is. riveted'to the lower flange of the girder A, the ends of the plate being secured to shoes b3 b3,

Q which rest upon the trusses@ a, vthe girder A being hereby supported. Y The other-,strut b2 55 is secured at one end to a casting C, prefer ably of steel, and at the other endis attached to the strut b near its point of attachment to the shoe b3. The bars b4, which `form the otherside of the triangle, are attached at one 6o end to the casting C and at the-other end to the web ot' the girder A. Thereis also a tiebar b5 between the casting Cand thegussetplates b.

Between the two pairs of Wheels ateach end of the wagon are arranged the cantalivers D, of ,a Vcharacter similar to that of the vcantalivers B and which project Afrom the girder A,the ends of ihe trusses a a being attached to the cantalivers D by means of nuts a'. These eantalivers D may be constructed of plates and angle-irons andV may be att-ached'to the web Aand flanges of the i main girder A by means of angle-iron in the ordinary manner.

f A. The-ooringof the wagon ispartially borne iby the ca nt'alivers, the projecting ends of which carry a frame A', which may be of timber, or ofi-iron or of steel. The' flooring may beformed ofA timber, or ,of iron or steel plates yandl may beattached tothe frame andgirder by bolts or rivets.

l'To counteract the strain set upfby any impact orithe buffers, bars a2 @zare arranged along the sides of the frame A.-T hese bars .pass through the castings C and'areheld in 'position V'therein by pins c, the extremities of strains to the girder A2.

Upon the central cantalivers B are the rods I a4, which latter form a truss and by bearing upon the central cantalivers prevent the bending of the main girder. The ends of The bars' a a3 thus transmit the 95 IOO the rods are attached to brackets d, secured to the under side of the end cantalivers D. The construction also prevents undue vibration and torsional stresses caused when the wagon is traveling.

The draw-gear may be of the combined central draw and bung gear type or continuous. The hook e, for connecting one wagon with another, extends through the buffer-frame E and is attached to the end cantaliver D by means of long bolts e, the ends of which are provided with washers e2. Between these washers and the web of the cantaliver D is placed a buffer, which may be of rubber or be a spring, as shown at e3. Diagonal struts e4 extend between the end portion of the frame E, which carries the buffer E and the girder A.

The wheels may be of either the spoke or disk type and the axles and journals of any well-known pattern. The brakes may be of the hand or power type.

The strains set up by the weight of the wagon and of the load carried as Well as those incident-al to the rough work that railway- Wagons are subjected to are simply provided for in this system of trussing and bracing. At the same time lightness is combined with simplicity of construction, thus considerably reducing the ratio of tare to load and cost of maintenance. In the event of the wagon meeting with any serious damage the parts can be easily replaced or the damaged bars straightened. The area ofthe iioor available for loading such goods as cereals, baled wool, hay, liuc., is, moreover, greater with this kind of underframe, thus allowing the wagon to be loaded to its full carrying capacity.

What I claim as my invention, and desire to secure by Letters Patent, is

1. An underframe for railway-vehicles provided with a central main girder extending between the end portions of the frame and supported by means of cantalivers projecting laterally from and attached to the said girder, the said cantalivers being supported by trusses which have their ends attached to cantalivers at the said end portions, substantially as herein described.

2. An underframe for railway-vehicles constructed substantially as herein described and comprising a single central main girder, whereof the central portion is supported by double cantalivers projecting laterally from and attached to the said girder between its end or main supports, and by trusses extending longitudinally of the frame and whereof the extremities are also supported by double cantalivers similarly attached to the said girder, the latter cantalivers carrying the ends of the said trusses.

3. In an underframe for railway-vehicles, the improved means for supporting the flooring, same comprising a central main girder having cantalivers attached thereto and supported by trusses, and a frame attached to the extremities of the said main girder and of the cantalivers, substantially as herein described.

4f. An underframe for railway-vehicles comprising a central main girder, central and end cantalivers for supporting the said girder, and bars a2, a3, substantially as herein described and whereby the strains incidental to the loading and traveling of the wagon are transmitted to the said girder.

5. An underframe for railway-vehicles provided with a central main girder A, central cantalivers B, and end cantalivers D, trusses a, a, and a4, a4 for said cantalivers and frame A', substantially as set forth.

6. An underframe for railway-vehicles provided with a central main girder A, central cantalivers B, and end cantalivers D, trusses a, a, a4, a4, bars a2, a3, and frame A', all arranged and operating substantially as set forth.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

PERCY GRANT.

Vitnesses:

A. M. MILLER, JUAN MIGUEN. 

